Train-order signal



Patented lan. 3, |899. H. DE WALLACE. TRAIN ORDER SIGNAL.

Application led July 28, 1898.)

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No. 6|7,232. Patented 1an. s, |899. H. DE WALLACE.

TRAIN ORDER SIGNAL.

(Applicatxon led July 28, 1898.) (No Model.) 6 Sheets--Sheet 2.

No. 617,232. Patented 1an. s, |899. H. DE WALLACE. TRAIN ORDER SIGNAL.

(Application led July 28, 1898.)

6 Sheets-Sheet 3.

(No Model.)

Wf We ums Pneus co.. PHo'ro-Llmo.. wAsmNcroN n c No. 6|7,232. Patentedlan. 3, |899.

H DE WALLACE Y TRAIN URDER SIGNAL..

(Apphcat on led July 28 1898 6 Sheets-Sheet 4.

(No Model.)

Vif/Kanye@ w No. 6|7,232. Patented 1an. 3, |899.

H. DE WALLACE. I

TRAIN ORDER SIGNAL.

(Applicution filed July 28, 1898.) (No Model.)

6 Sheets-Sheet 5.

37 t Q/z. Egg 9 7i www; f5 15u/67015011' No. 6I7,232. Patented lan. 3,`|899.

H. DE WALLACE.

TRAIN ORDER SIGNAL.

(Application med July 2e, 189s.)

(N0 Model.) 6 Sheets-Sheet 6.

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HARRY nn WALLACE, or sr. PAUL, MINNESOTA.

TRAlNaoRDi-:R SIGNAL.

SPECIFICATION forming part of Letters Patent ivo. 617,232, dated aanuaiy3, 189e.. Application ined .'ruiy 28,1898. serial No. 637,057. (Nomodel.)

T0 @ZZ whom it may concern:

Be it known that I, HARRY DE WALLACE, of the city of St. Paul, county ofHennepin, State of Minnesota, have invented certain new and usefulImprovements in Train-Order Signals, of which the' following is aspecification.

This invention relates to automatic means for employment upon trains,and particularly locomotives, for signaling or reminding the engineer ofhis approach to another train or to a station or to a railroad-crossingwhere his orders require him to stop or to slacken the speed of thetrain,

The invention further relates to that class of devices which not onlyoperate automaticallyand sound a signal, buthare also adapted to stopthe train by applying the air-brakes in case the engineer neglects to`regard the signal.

The invent-ion relates particularly to irnprovements in the devicesshown and described in my pending applications, filed October 19, 1896,Serial No. 609,319, and May 28, 1897, Serial No. 638,501.

Theobject of the invention is to improve the general construction andoperation of train-signals, and especially the device illustrated in theaforesaid applications.

The particular object of the invention is to provide means in connectionwith the signal mechanism whereby the engineer will be immediatelynotified in case it is broken or fails to operate properly, so that theengineer will be warned not to rely upon the signal until it has beenrepaired.

Another object of the invention is to improve the construction of themechanism for automatically giving the regular signal and afterwardopening the air or steam brake valve, if necessary; and a further objectof the invention is tomadapt the signal for use upon any train orlocomotive by making the same adjustableto varying requirements as topressure and speed.

A prominent feature of this invention-to` wit, the disorder or emergencyalarm--consists in the combination, with one of the main driven membersof the mechanism, of means actuated thereby and coupled with a suitablealarm device to permit or cause the operation of the alarm when saiddriven member stops its movement. Such a disorder-alarm is ap# plicableto various other uses.

Another feature of the invention, as compared with previous inventions,lies in the substitution of cam-operated means in place of gearedconnections for opening the airvalve of the signal mechanism.

The invention further consists in simple means whereby the engineer mayreturn or cause the air or steam valve above referred to to instantlyclose, and thus prevent the automatic action of the mechanism to the eX-tent of applying the brakes.

The invention further consists in simple and durable means forrelatively reversing the movement of the dial-l1and, and, further, insimple means for adjusting the signal- Whistle to different air or steampressures.

Other features and the details of the invention will be understood fromthe accompanying drawings, forming a part of the specification, and inwhich- Figure 1 is a front view of a train-order signal embodying myinvention. Fig. 2 isa vertical section substantially on the line y y ofFig. 3. Fig. 3 is a horizontal section upon the line :c .fr of Figs. 2and 4. Fig. 4. is a section substantially on the line :1; 5c of Fig. 3.Figs. 5 and 6 are detail sectional views sub'- stantially on the line .e.a of Fig. 3. Fig. 7 is a detail View taken from Fig. 4.. Fig. 8 is adetail illustrating the whistle and air-brake valve, the valve, being insection on the line u u of Fig. 3. Fig. 9 is a cross-section'of theair-brake valve on lines tu w of Figs. 3 and 8. Fig. 10 is a detailsection on the linee o of Fig. 3. Fig. 11 shows the disorder-wlfiistle,the operating cylinder, and the auxiliary tank in perspective. themanner of fastening all screws used in the mechanism. Fig. 14illustrates the appliance upon a locomotive. Fig. 15 illustrates theappliance in the locomotive-cab. Fig. 16 is a detail of the flexiblebelt and its cover. Fig. 17 is an enlarged detail of the worms forobtaining the speed reduction on the forward part of the locomotive.Fig. 18 is a detail of the transmission-shaft.

Similar figures of reference are applied to the same parts throughoutthe drawings.

In the general arrangement of its parts the construction of themechanism herein shown Figs. 12 and 13 show IOO follows that of theaforesaid applications filed October 19, 1896, and May 28, 1867. Thedials are substantially the same as shown in said applications, thelarge dial 2 being placed upon the front of the box or casing whichcontains the greater part of the mechanism. The smaller dial 3 issecured upon the upper end of the bracket 4, projecting from the backplate 5. As in my other machine, the bracket 4 furnishes bearing for thesignal shaft or spindle 6, which upon its upper or outer end carries thesliding or jumping disk 7, the free cam 8, and the clutch 9, whichlatter, when released from the trigger 10 in the shaft 6, engages thecam-wheel 8, so that the same will rotate with the shaft. Theconstruction of the triggers and of the clutch and the spring-knob 11 ispractically identical with similar parts in the earlier construction.The sliding or jumping disk 7 is similar to that of the earlierapplication, with the exception that the under or inner side 12 thereofis preferably beveled to permit the easier return of the dog or triggers13 when the same are released by the dial-hand. This hand 14 is securedupon the hollow sleeve or shaft 15, journaled upon the exterior of thebracket 4. The hand driving-wheel 16 on the lower end of the sleeve 15is driven by a worm 17, that meshes with the V shaped teeth upon theperiphery of said wheel 16, as in my other machine.

The main driving-shaft 2O of the machine preferably enters the side ofthe box or casing at an angle thereto, and the connection between saidshaft 2O and the exterior shaft 21 is preferably made through theuniversal coupling or joint 22. The shaft 2O has bearings in suitablebrackets projecting from the back 5, and upon the inner end of the shaft2O is a sliding sleeve 23, secured to said shaft by a key 24 andprovided with oppositely beveled gears 25 26. These gears are moved 0nthe shaft by means of the shifter 27. This has a guide 28 and isnormally held in the position shown in Fig. 3 by a spring 29. Theshifter 27 has a knob 30, and 31 represents a latch pivoted on the sideof the casing or box to drop into a notch in the shifter when the latteris drawn out.

The speed-reducing mechanism used between the shaft 2O and thehand-wheel comprises the shaft 32, arranged at right angles to the shaft2O and provided with a large worm 33, that drives the perpendicular worm34, that is connected with the worm-shaft 17 by beveled gears 35. Alarge reduction of speed is possible with this appliance. The shaft 32carries the small and large bevelgears 36 37, with the first of whichthe sliding gears 25 26 are adapted to engage. The slow movement for thesignal-releasing parts of the mechanism is thus secured, and thedirectiod of movement is controlled by means of the sliding gears 25 26.

The signal-actuatingportion of the mechanism may operate at a higherspeed, andV the speed of the shaft 6 and parts thereon is preferably thesame as of the shaft 20. 38 represents a short shaft extending beneaththe end of the shaft 6 and preferably concentric with the end of theshaft 20 and driven therefrom by means of the beveled gear 38', thatmeshes with the gear 37, that is driven from said shaft 20. On the shaft38 is also the preferably smaller gear-wheel 40, that drives the gear 41upon the end of the shaft 6, so that said shaft 6 will be constantlydriven during the rotation of the shaft 20. The means for setting offthe air-whistle and air brakes will be described hereinafter.

The disorder or disarrangement alarm mechanism is preferably connectedwith the shaft 38, as it is obvious that a breakdown in any part of themechanism would affect this shaft. Experience has demonstrated the factthat my train-order signal is perfectly reliable and positive in-itsautomatic operation. The only possible objection to its use is that theengineer may so learn to depend upon the machine that an accident mightresult in case of its failure to act. To avoid this objection, I haveconceived the idea of providing the mechanism with aseparate alarm thatso long as the mechanism continues to work properly will remain silent,but upon the stoppage of any part thereof will sound an alarm to notifythe engineer that the mechanism is out of order and cannot be dependedupon, so that he may 'at once refer to his written orders and histimepiece, as under the old systems.

The disorder-alarm may partake of many forms. It may be dependent uponelectrical action or it may be entirely mechanical. I have, however,found both electrical and purely mechanical devices for this purpose tobe unreliable, and While my invention includes all such devices I preferto employ a simple mechanism depending upon air or steam pressure forits operation and also capable of giving the alarm in case of disorderwithin itself. The preferred construction, as illustrated in thedrawings, comprises a small whistle 45 or like signaling device suppliedwith air, gas, or steam through a direct connection 46 with thetrain-pipe or other source of pressure. The pipe 46 contains the smallvalve 47, that is operated to open the passage through the pipe to thewhistle when the main shafts of the mechanism stop on account of thestopping of the train or on account of a breakdown. The valve 47isprovided with an arm 48, that is moved by a piston 49 in the cylinder50.- The piston is Connected with the arm 48 by a piston-rod, and thepiston operates to throw the arm 4S and close the valve 47 against thepressure of the coil-spring 51, arranged back of the piston andpreferably within the cylinder 50. The

piston is forced back against the spring by the pressure of the air orsteam Athat is periodically admitted to the cylinder 50 during all ofthe time that the main parts of the IOO IIO

mechanism continue to operate properly, so that the piston in thecylinder 50 will be continually projected to hold the valve 47 shut. Thecylinder 50 or its supply-pipe is provided with a small hole or leak 52,and if the air or steam is not continually supplied to the cylinder 50,but is cut off, the air or steam in said cylinder Will slowly leak outand permit the return of the piston by the heavy spring 5l to open thevalve 47 and sound the Whistle or alarm 45. As the hole or leak 52 isopen air will constantly escape through it, and as the supply of air isintermittent the result is a constant vibration or minor` movement ofthe Whistle-valve, which keeps the same in good Working order ready forthe full stroke or major movement that occurs when the supply of air iscut off. The cutting of the airsupply to the cylinder 50 will indicatethat the means controlling the supply thereto has failed, and hence thatsome part of the mechanism of the signal is out'of order. It is obviousthat a direct connection between the cylinder 50 and the train-pipe orthe air-brake cylinder for the locomotive would not serve the purpose,and it is necessary to provide local means to control the use of the airor steam Within the alarm mechanism. This device comprises a three-Wayvalve 53 and preferably the auxiliary tank 54, from which tank the airor steam is supplied to the cylinder 50, said valve 53 beingperiodically operated by a direct connection to the shaft 38 to open thepassage from the pressure-pipe 46 to the cylinder54,andtl1en afterclosing said passage open a passage from said cylinder 54 to thecylinder 50. As shown, the pressure-pipe 46, one branch of Which runs tothe whistle 47, is connected to one side of the valve 58, While a pipe55 extends from the opposite side of said valve to the cylinder 54. Fromthe middle point of the valve athird pipe 56 extends to the cylinder 50.The plug of the valve 53 is provided With perpendicular ducts and ispartially rotated or oscillated by a connectingrod 57, joining a shortarm or crank upon the end of the shaft 3S and a longer arm upon the endof the valve-plug. The valve-plug makes a quarter-revolution. In oneposition the cross-duct ofthe plug will permit the passage of air fromthe pipe 46 to the tank or cylinder 54. In this position of the plug theshort duct thereof will be closed and the port of the valve leading tothe pipe 56 will be closed; but when the valve is rocked to its oppositeposition the valve-port belonging to with the Working parts of the mainmechanism the breaking or stopping of any running part of said mechanismwill stop the operation of the valve 56. This Will cut ont the supply ofcompressed air to the auxiliary tank 54, and the small quantity of airin the two small cylinders Will soon leak through the hole in thecylinder 50 and allow the opening of the valve or of the disorder-alarm.The disorder-signal is of a different character from the regulartrain-order signal, so that the engineer cannot fail to notice the sameWhen it is sounded. If a Whistle is used, as shown, it may be made totrill to avoid confusion with the steady note given out by the mainWhistle used to remind the engineer of his regular orders. Thisdisorder-alarm is sounded only upon the stopping of the drivingconnectionsor element,alocomotive speed of only one mile an hour evenbeing sufficient to prevent the operation of the alarm, so that saiddevice may be considered to be truly a disorder-alarm. .i

From the foregoing it Will be seen that the disorder-alarm Will announceaccident to itself or to other parts of the mechanism. As thedisorder-Whistle will be sounded each time the locomotive stops on theroad it is de sirable to set the Whistle-valve so that the extremebackward movement of the controlling-piston Will close the valve andshut off the whistle. i

In place of the bell or gong shown in my previous applications I preferto use a whistle to notify the engineer of his approach to a stoppingpoint. ably arranged Within the box or casing of the machine and isconnected with the servicepipe 46 by a pipe 59. The flow of air from theservice-pipe to this pipe and also to the exhaust-pipe 60 is through avalve 6l, to one side of which the service-pipe 46 is connected, Whilethe escape or exhaust pipe 60 is connected to the opposite side of saidvalve. The Whistle-pipe 59 leads from an intermediate port in the casingof the valve Gl. Figs. 8 and 9 illustrate the construction of the valvein cross-section. The plug 6l' of the valve is provided With an oblongcross-duct 62, and in the periphery or surface of the plug is a recess63.

59 represents the port to which the Whistlepipe 59 is connected. Theports 46/ and 60 are of the regulation size of air-brake valves.

Fig. 9 shows the normal position of the valve, the same being closed toprevent the i escape of compressed air to the Whistle. lhen a trigger ordog upon the dial is freed by the hand, the valve mechanism is set inoperation and the recess 63 Will be turned opposite the port 59', sothat a quantityof air or steam Will ent-er said port and pass to thewhistle to sound the same. As the air-pressure varies upon differentlocomotives and according to the regulations of different roads and asthe note produced by the whistle depends upon `the pressure I prefer tostandardize my ma- This Whistle 5S is prefer- IIO chine by providing'the machine with means whereby the pressure from the pipe 59 may bereduced before passing into the whistle, if required. For this purposethe base 59 of the whistle is provided with an outlet-hole 59', and thequantity of air that may escape here is regulated by the pin-valve 59.By this means the whistle may be required to produce a musical note. Asshown in Fig. 8, the whistle is also provided' with a movable piston orplug 59 at its outer end in order that the note of the whistle may beadjusted to distinguish the same from the other whistle that may be onthe locomotive.

Referring again to the valve 6l, as the plug or valve proper is furtherrotated the crossduct thereof will be brought into line with theopposite ports in the valve to permit free escape of the air from theservice-pipe for the purpose of automatically stopping the train.

The valve-operatin g mechanism that I prefer to employ comprises thelever 62', pivoted upon or within the bridge 63, that extends across thedials to the outer part of the face or front of the machine. This leveris adapted to be operated by a side cam 64 upon the cam-wheel 8 of thestem 6-that is, when said cam is engaged by the sliding clutch upon theshaft 6 after the movement of the sliding disk 7 by a dial-dog saidwheel 8 will be secured upon the rapidly-rotating shaft 6, and the camportion 64: thereon will cause the rapid throw of the lever 62. Thislever takes the place of the rotating shaft shown in my otherapplication and is employed to reciprocate the rod 64.', which has atooth 65 at its lower or inner end to engage the teeth of aratchet-Wheel 66. As the lever 62 is worked said ratchet-wheel will bemoved to open the valve 6l, connected therewith, by an arm 67, having aslotted end or yoke to engage a pin 68, provided on the side of theratchetwheel 66.

68 represents a dog orpawl to prevent backward movement of theratchet-wheel during the upward stroke of the bar or rod 64e'. Theratchet-wheel works against the force of a coilspring 69, which springis adapted to return the wheel to its original position and to close thevalve 6l when the ratchet-wheel is re-' leased. To thus release theratchet-wheel I provide the push-button 70 on a rod 70', controlled byspring 70" in a hollow standard 70' on the face of the machine tooperate the lever 7l, the T-head of which is connected with the part 64:and 68' by slotted links 72, whereby -as the button is forced down saidparts may be moved away from the ratchet-wheel. Now as the valve hasonly a quarter-turn movement it is necessary to limit the throw orrotation of the ratchet-wheel 66, and for this reason one of the teethis left out to provide the long blank 73, which, aftera certain numberof movements of the lever 62 corresponding to a certain distance orvrunupon the road, will come opposite the tooth upon the rod 6ft', and saidtooth will work up and down before this blank without further turningthe ratchet-wheel, but the wheel meantime will remain stationary, as itis held by the pawl 68. In this way the valve is held 'Lopen to allowthe free escape of air to set the brakes and stop the train. Theratchet-wheel is rotated a short distance in this manner every time thata dog or trigger of the dial is released by the hand; but the wheel isseldom moved so far as to open the passage through the valve into theexhaust-pi pe 60, for the reason that the engineer immediately uponhearing the sound from the whistle will push in the button 70 to closethe valve 6l. To prevent the valve being reopened by the continuedaction of the lever 62', the engineer will also pull out the button 11and disengage the clutch from the cam-wheel 8 to thus stop said wheeland the lever 62. Ordinary valves are liable to stick or bind, and toavoid this difficulty I construct each valve with a shoulder 6l upon thelarge end of the plug and draw the tapered plug upon its seat by aspring 61', adjusting the plug by lockingnuts thereon, as shown.

A device of this class requires perfect lubrication, and I thereforeprovide the small oil-reservoir 80, provided with a filling-cap withinthe box or casing and connect the same by pipes 8l to the pointsrequiring oil. One of these pipes extends into the end of the worm-shaft32 and has openings within the bearings thereof and between the gearsupon this end, the latter to throw oil upon the gears. The tank orreservoir 8O is air-tight, and the oil is prevented from feeding rapidlythrough the pipes 8l by small traps 82 therein which prevent theentrance of air upward through the pipe to displace the oil in the.tank. Owing to the use of these traps, the very small quantity of oilthat the reservoir will contain is sufficient to lubricate the machinefor from two to three weeks.

84 is a small latch-bar projecting from the top of the machine andconnected with the short shifting-lever 85, whereby the worm 17 may bethrown out of engagement with the wheel 16 to permit the free adjustmentof the dial-hands. Figs. 12 and 13 illustrate the manner of fasteningthe screws in the back plate. A center-punch is driven into the end ofthe screw-slot to swell the head in the countersink.

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The preferred arrangement of the train-orment is communicated and thespeed is re- The main shaft 2O of the4 duced by means of doubleworin-gears 87 and 90, provided, respectively, upon the upper pulley 87and the rearwardly-extending shaft 90. The shaft is made in sectionsthat are connected by universal joints 91, and the shaft and thebearings therefor and the joints are preferably protected by theinclosing pipe 91', hung from the foot-board or other brackets upon theengine. It is obvious that the motion may be communicated to thetrainsignal through beveled gears.

In Figs. 14 and 15, 92 represents the engineers air-brake valve.

It is desirable that the train-order-signal mechanism occupy as littleroom as possible in the cab, and therefore in place of extending thecase, as in my former application, to make room for the reading-scheduleI make the casing practically square and therefore of a betterappearance and provide a sliding panel or holder for the schedule-card.The panel is made large enough to hold a number of cards, as requiredupon the different divisions on which a single locomotive is used. Theside of the casing is provided Witha space between its outer Wall and afalse Wall 95 to receive the panel or frame 96, which frame is guidedtherein by end slots 97 and pins 98 upon the frame. The panel is held inplace by a stiff spring 99, which spring also holds the panel when it isdrawn out and turned back, as shown in Fig. 1, to rest against theflange or stop 100. The Walls of the case or box are as nearlydust-proof as possible, but the pocket to contain the schedule-frame isprovided with a slot 101 at the bottom or back to prevent the lodgmentof dirt therein.

I have shown a dome or shield 102, that is above and incloses andprotects the cam 8,- clutch 9, and related mechanism. This dome takesthe place of the revolving bell shown and described in my formerapplications. It is preferably supported upon the ring 104, secured uponthe standards 105.

Obviously the detail construction of the mechanism as herein shown anddescribed may be altered Without departing from the spirit of myinvention, and I therefore do not conne the same to the specific formand arrangement of parts herein shown.

Having thus described my invention, I claim as new and desire to secureby Letters Patent*- l. The conibination,`with a train-order-signaldevice, of means for operating it from the movement of a motor-vehiclecarrying the same, an alarm device, and means connecting said alarmdevice with said signal device, said connecting means being arranged towithhold said alarm device from operation so long as said signal deviceremains operative, and permitting it to operate Whenever said signaldevice becomes inoperative, substantially as described.

2. The combinatiomwith a normally-driven machine element, of apressure-controlled alarm device, means in connection with said elementpermitting the constant exercise of pressure upon said alarm deviceduring the `movement of said element to control said alarm, and,preventing the renewal or exercise of pressure upon said device whensaid element ceases to move, and means for causing the alarm upon thecessation of pressure, substantially as described.

3. The combination, with a train-order signal, of a disorder-alarm,comprising an alarm device, means to release the same, and means,actuated by the operation of saidtrain-order signal to prevent therelease of the disorderalarm during the operation of said train-ordersignal, substantially as described.

4. The combination, With a driven machine element, of a source of steam,gas, air or other pressure, with a disorder-alarm connected therewith, avalve in said connection, and

means holding said valve closed during thev operation of said element,and, adapted to open said valve, to cause the signal, when said elementceases to move, substantially as described.

5. The combination, with a machine element normally in motion, of asource of steam, gas, air or other pressure, a disorder-alarm connectedtherewith, a valve in said connection, a pressure device, for holdingsaid valve closed, and whereby said valve is opened upon the relief ofpressure, and means driven from said member to permit the pulsating orintermittent supply of pressure from said source to said controllingdevice, and cutting off said supply when said member ceases to move,substantially as described.

6. The combination, of a machine element normally in motion, With adisorder-alarm,

`the alarm-valve controller, a source of pressure, pipes leadingtherefrom to said alarm and said controller, a valve in the pipe leadingto said controller, and means for operating said valve from saidelement, substantially as described.

7. The combination, of a normally-moving element, with a disorder alarm,an alarmvalve controller, a source of pressure, connections therefrom tosaid alarm and said controller, an auxiliary pressure` tank or receiverincluded in the connection With said controller, and means operated fromsaid element permitting the alternate passage of steam or air to saidauxiliary tank and therefrom to said controller and preventing thedirect passage of steam, air or other pressure to said controller,substantially as described.

8. The combination, with a train-order signal or like mechanism, of adisorder-alarm therefor, comprising a whistle or like device, aWhistle-valve controller, comprising la cylinder and piston, saidcylinder having a re'- lief-opening, a source of pressure, andmcansactuated from said mechanism to intermittently supply steam, air orother pressure to said cylinder during the operation of said mechanism,and automatically cut off such supply upon the stopping of saidmechanism,

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to permit said controller to open the whistlevalve, substantially asdescribed.

9. The combination, with a train-order signal or like mechanism, of adisorder-alarm, comprising a Whistle, a source of pressure, a valvecontrolling the passage of air, steam or other pressure to said Whistle,a controller operated by pressure from said source, the controller-valveoperated from said mechanism and normally permitting a pulsating supplyof air, steam or other pressure from said source to said controller tonormally prevent the passage of air, steam or other pressure to saidwhistle, but allowing said controller to open the passage to the Whistlewhen said mechanism ceases to'operate, substantially as described.

10. In a train-order signal, the combination, with the dial and hand, ofthe drivingshaft, the sliding' gears upon said shaft, and thespeed-reducing mechanism arranged between said sliding gears and saidhand and adapted to be driven in either direction by said gears,substantially as described.

11. In a train-order signal, the combination, with the dial and hand, ofthe signalactuating mechanism, the driving-shaft positively geared tosaid signal-actuating mechanism and havin g sliding or changeable gearsto drive said hand in either direction, substantially as described.

12. The train-order signal described, having the signal-actuating shaftG, the dial and hand-Wheel 16, the Worm for driving said Wheel, theperpendicularly-arranged Worms from one of Which the first-mentionedWorm is driven, and the driving-shaft Wherefrom said Worms and. saidshaft 6 are rotated, substantially as described.

13. In a train-order signal, the combination, with the signal-actuatingshaft, of the dial and hand, the driving-shaft connected With saidsignal-shaft and said hand, through the medium of shifting gears, andthe shifter provided with a latch to hold the same in the reversedposition, substantially as described.

14. In a train-order signal, the combination, With the dial, the hand,and its actuating mechanism, of the signal-actuating shaft, the camthereon, means upon the dial operating with devices upon said shaft tosecure said cam thereon, the air, or steam brake valve, and meansactuated by said cam for opening said valve, as and for the purposespecified.

15. In a train-order signal, the combination, With the shaft G of thedial and hand, said dial provided with a dog or trigger, a jumping diskto be actuated by said dog, a cam upon said shaft adapted to beconnected thereto upon the operation of said disk, the air-valve, theratchet mechanism connected therewith, and the lever operated by saidcam, extending across said dial, for operating said ratchet mechanism,substantially as described.

15. The combination, in a train-order signal, of the signal-releasin gmechanism, with the signal-actuating mechanism, comprising a cam drivenat predetermined times upon the action of said releasing mechanism,alever operated by said cam, an air-Whistle and brake-valve, aratchet-Wheel having a predetermined movement, actuated by said lever,and means for releasing and returning said ratchet mechanism andtherewith said valve, substantially as described.

17. A train-order signal, comprising predeterminable signal-releasingmeans, in combination With automatic actuating means, and a signalcomprising a Whistle through which air or steam is permitted to escapeupon the operation of said actuating means, substantially as described.

18. The whistle for train-order signals, provided With a byway orrelief-passage having an adjustable valve, whereby the tone of theWhistle may be maintained under different pressures, substantially asdescribed.

19. A train-order signal, provided with a disorder-alarm, adapted tooperate for a predetermined time after each stoppage of the moving partsof the train-order signal, substantially as described.

20. A train-order signal, having centrallyactuated signal-releasingdevices, and centrally-actuated signal-o peratin g devices,parts ofwhich are arranged upon opposite sides of the dial belonging thereto,and the bridge 63/ extending across the face of the dial and Whereon thetransmitting device belonging to the signal-actuator is arranged,substantially as described.

21. Atrain-order signal, having a substantially square frame or box,provided with a pocket in one side, and a sliding panel or schedule-cardslidably pivoted in said pocket, and a spring in said pocket to engagesaid panel in either of its two positions, substantially as described.

22. A train-order signal, comprising predeterminable signal-actuatingmeans, arranged upon the locomotive or ear, a driving-shaft therefor,having universal couplings, and a exible belt, whereby said shaft isdriven from the locomotive-wheel, substantially as described.

28. The combination, with the locomotive, of the signal-driving Wheel,preferably one of the Wheels of said locomotive, the flexible beltdriven therefrom, and the telescoping cover or shield for said belt,substantially as described.

24.' The combinatiomwith a train-order signal, and means for operatingthe signal at predetermined points in the travel of the locomotive ortrai n,of an air-brake valve, means for operating said valveautomatically after the lapse of a given time or distance from theoperation of the signal, and reversible connections to the'signal and tothe air-brake valve, whereby said signal and valve are IOO adapted tooperate when the locomotive or train is running in either direction,substantially as described.

25. In a train-order signal, the combination, with a signal to operateautomatically at a predetermined time or distance,and whether thelocomotive or train is running forward or backward, of an air-brakevalve, means for operating the same automatically after the lapse of agiven time from the operation of the signal, substantially as described.

26. In a train-order signal, the combination, with a signal to operateautomatically at a predetermined time or point of travel, of anair-brake valve, and means for operating the same automatically ineither direct-ion of travel of the locomotive or train, after the lapseof a given time from the operation of the signal, substantially asdescribed.

27. The combination with an engine or train and the running-gearthereof, of atrain-order signal actuated by the escape of air from thetrain-pipe, and means, governed by the travel of the engine or train,permitting escape of air from the train-pipe to actuate the signal atany predetermined point on the road, substantially as described.

28. In a train-order signal, a signal device connected with theair-brake train-pipe, and means governed by travel of the locomotive ortrain forautomaticall y permitting passage of air from said train-pipeto said signal device at any predetermined point on the road,substantially as described.

29. In a train-order signal, a signal device connected with theair-brake train-pipe, and means governed by the travel of the locomotiveor train for opening a valve between said train-pipe and said signaldevice, for the purpose set forth.

30. In atrain-ordersignal, means governed by the travel of thelocomotive or train, to permit the escape of air from the air-braketrain-pipe to, first, sound a signal, and then, if said signal is notheeded, to automatically apply the brakes and stop the locomotive ortrain, substantially as described.

- 3l. The combination, with an air brake train -pipe, of a signalconnected therewith and automatic means, upon the locomotive or trainand governed by the travel thereof, for controlling said signal,substantially as described.

82. The combination, with an airbrake train-pipe, of a signal connectedto said pipe, and means governed by the travel of the 1ocomotive ortrain, for controlling the passage of air from said pipe to said signal,whereby at a predetermined point on the road said signal will besounded, and if permitted to continue after the lapse of a given timethe pressure in the train-pipe will be so reduced as to cause theautomatic setting of the brake, for the purpose set forth.

33. The combination of the train-order-signal mechanism operable tocause a signal at a predetermined point on the road, and actuated by themovement of the locomotive or train, but ata relatively lower speed thanthe movement of the carrying-wheels thereof, witha disorder-alarmmechanism associated with said train-order-signal mechanism, and havinga part driven by a moving element of said train-order-signal mechanismand preventing the operation of the' disorder-alarm during the movementof said element, and said disorderalarm mechanism having another partthatis rendered effective by the operation of the iirst-mentioned partto cause the alarm when the movement of i said element is stopped byaccident or otherwise, substantially as described.

3a. The combination of the train-order-signal mechanism operable tocause a signal at a predetermined point on the road, and actuated by themovement of the locomotive or train, but ata relatively lower speed thanthe carryingwheels thereof, with the disorderalarm mechanism associatedwith said trainorder-signal mechanism, and having a part driven by amoving element of said train-order-signal mechanism, said part having afixed degree of movement therefronnwithout regard to the speed of saidelement, to prevent the operation of the disorderalarm during themovement of said element, and said disorderalarm mechanism havinganother part that is rendered effective by the operation of the`first-mentioned part, to cause the alarm when the movement of saidelement is stopped by accident or otherwise, substantially as described.

35. The combination of the train-order-signal device, adapted foroperation by the movement of the locomotive or train whereon the same isarranged, with the disorder-alarm device associated therewith, andhaving a part or parts actuated therewith by the movement of thelocomotive or train, and adapted to operate or sound an alarm when andonly when said part ceases to be operated as in case of the stopping ofthe locomotive or train, or the breaking or stopping of the drivingparts of said train-order-signal mechanism, substantially as described.

36. A train-order-signal mechanism comprising predeterminable signalactuating or releasing means, including a dial that isprovided withmarks indicating mileage, in combination with a straight-sided box forsaid mechanism, provided with a pocket, a sliding 'panel slidablypivoted in said pocket to hold a schedule-card having markscorresponding to the dial-marks and a spring in said pocket to engagesaid panel in either of two positions, substantially as described. i

37. The combination with the normallydriven machine element upon amotor-vehicle, of a disorder-alarm device automatically operable tocause an alarm, but the action of whichis positively counteracted by theaction of said machine element so long as the said element is in motion,substantially as described.

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r" IO 38. The normally-driven machine element, in combination with thedisorder alarm, wherein movement is induced by said element While thesame is in operation, but insufficiently to cause the operation of thealarm, and means independent of said element, inducing a completeoperation of the alarm device only upon the stoppage of said element,and incapable of such operation at other times, substantially asdescribed.

39. The normally-driven machine element in combination with adisorder-alarm device tending to a given movement, said elementoperating to limit the movement of the alarm device to an intermittentmovement insufficient to cause the alarm operation thereof while thesaid element is in motion, but when stopped permitting the operation ofsaid device, substantially as described.

40. The machine element, in combination with the disorder-alarm, themovement of the element limitingr the alarm device to partial thoughconstant movement tending to, but insufficient to cause the alarm tooperate, substantially as described.

4l. The disorder-alarm and its actuating mechanism, in combination witha normallydriven machine element, the operation of which causes theconstant exercise of independent energy to eifect the withholding ofsaid disorder-alarm during the operation of said element, and thecessation of operation of said element permitting the waste or loss ofsaid energy to cause the alarm to be given, substantially as described.

. 42. The combination of a normally-moving machine element with adisorder-alarm device driven by said element, and having a iixed degreeor measure of movement at all speeds, and automatically operable tocause the alarm only upon the substantial or total stopping of saidelement, substantially as described.

48. Adisorder-alarm device in combination with a normally-driven machineelement mechanically connected therewith, through the medium of apneumatically-controlled automatic connection that prevents theoperation of said device except upon the stoppage of said element,substantially as described.

44. The combination with the element of a motor-vehicle, of themechanical disorderalarm device automatically operable and having a partor mechanism normally driven by said element, and permitting an exertionofV pneumatic force to prevent the automatic operation of said alarmdevice during the operation of said element, substantially as described.

45. The combination upon a motor-vehicle, of a normally-driven machineelement, with a disorder-alarm device, comprising an alarm deviceproper, a controlling member also movable, and a member driven by saidelement, with relation to said con trolling member, said controllingmember being secured against alarm movement by the operation of themovable part, and being operable only upon the stopping of saidnormally-movable part, substantially as described.

46. Anormally-movingmachine element, in combination with the source ofpower, a mechanical disorder-alarm device dependent for its action uponsaid source of power, and said element when in operation mechanicallyinterrupting the action of the power upon said device preventingoperation thereof, and mechanical means causing the operation of saidalarm when said element stops, substantially as described.

47. A disorder or movement alarm device capable of a major movement anda minor movement, the latter incapable of causing the alarm, the iirstto cause the alarm and the second to keep the device in working order,and a machine element normally in motion, communicating said minormovement to said device and preventing the major movement of saiddevice, and means accomplishing such major movement when said elementstops, substantially as described.

48. A normally-driven machine element, in combination with adisorder-alarm mechanism normally operated by said element to keep saidmechanism in Working order, and said mechanism having a greater movementthan is permitted by said element while it is in motion, and operable tocause said alarm only when released or freed from the limiting operationof said element, substantially as described.

49. The combination of a machine element, upon a motor-vehicle, with analarm device connected therewith and operated at all speeds of saidelement to withhold the alarm and positively actuated upon the stoppingof said element to cause said alarm, substantially as described.

50. The combination of a machine element normally in motion upon amotor-vehicle and moved thereby, with a disorder-alarm device connectedwith said element, and adapted for operation thereby,'and while operatedthereby, to operatively withhold the alarm', and automatically operableto positively cause the alarm only when said element ceases to move,substantially as described.

51. The combination, with a normally-moving machine element, upon amotor-vehicle, of a disorder-alarm device negatively actuated by theoperation of said element, to prevent an alarm, and positively actuatedonly upon the stopping of said element, to cause an alarm, substantiallyas described.

In testimony whereof I hereunto set my hand this 22d day of July, A. D.1898.

HARRY DE VALLACE.

In presence of C. G. HAWLEY, .M E. GooLEY.

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